1933 Auburn Model 12-161

The Auburn name and reputation are most associated with the speedsters of the late 1920s and 1930s, its resurrection by E.L. Cord, and its association with the Auburn Cord Duesenberg Corporation. Its legacy, however, stretches much farther back, beginning in 1900 in Indiana and producing single- and twin-cylinder models exclusively until 1909. Many enterprising individuals attempted to build motorcars, and most failed. Those that were successful often relied on good engineering and an immense amount of capital.

The first of the four-cylinder Auburn models was introduced in 1909 and would become the foundation for the new models going forward. An upmarket inline six-cylinder model was introduced in 1913 and became the sole offering from 1918 through 1924. Six- and Eight-cylinder models were offered from 1925 through 1931. Only the eight-cylinder model was offered in 1931, and the following year, it was joined by a twelve-cylinder option.

Errett Lobban Cord

The post-World War I recession had devastating effects on the economy in the late 1910s and early 1920s, and Auburn was not immune to its effects. They produced more vehicles than they were selling, and hundreds of unsold vehicles rested in the company's parking lot when E.L. Cord visited in 1924.

The Auburn Automobile Company had grown out of the Eckhart Carriage Company which had been founded in 1874 by Charles Eckhart. His sons, Frank and Morris, were instrumental in transitioning from Carriage building to automobile production. In 1919, the Eckhart brothers sold the Auburn company to a group of Chicago investors headed by Ralph Austin Bard. Attempts were made by the new owners to revive the business, but it remained unprofitable. In 1924, they enlisted the services of an automobile salesman named E.L. Cord to help transform the company. When Mr. Cord was offered a position to run the company, he countered with what amounted to a leveraged buyout. With an agreement in place, Mr. Cord worked aggressively to stimulate sales, having the unsold cars repainted and adding a bit of nickel plating to enhance their appeal. In 1925, Cord directed chief engineer James Crawford to install some Lycoming straight-eight engines into the six-cylinder chassis. The new color schemes and diversified product line helped Cord sell the remaining inventory and by the close of 1925, had completed his buyout.

By the close of the 1920s, E.L. Cord controlled over 150 companies, mostly in the field of transportation. He founded the Cord Corporation in 1929 as a holding company for his diverse portfolio of companies, which included Duesenberg Inc, Checker Cab, Stinson Aircraft Company, American Airways, and Lycoming Engines.

The rapid ascension of success was followed by a rapid decline due to the stock market crash of 1929 and Cord's illegal stock manipulations that eventually forced him to lose control of his automobile holding company. Automobile production by Auburn, Cord, and Duesenberg ended in 1937.

The Great Depression and the Cylinder Wars

Many automobile companies during the later portion of the 1920s enjoyed tremendous success, and for Auburn, this was true. They produced 4,044 vehicles in 1925, 7,138 the following year and 14,515 in 1927. Production dipped slightly in 1928 to 12,899 units before nearly doubling to 23,509 units in 1929, then falling back to 12,985 units the following year.

The cylinder wars of the early 1930s added another blow to companies in the luxury car segment, as Cadillac and Marmon both introduced sixteen-cylinder models. Although Duesenberg's eight-cylinder engine had fewer cylinders, it was the most powerful with 265 horsepower. With the optional supercharger installed, the output rose to 320 horsepower. No other manufacturer would come close to offering a production engine with this much power until Chrysler's C-300 of 1955, which had 300 horsepower.

With depleted resources, shrinking sales, and increasing competition, many automakers were forced out of business. Some companies attempted to remain relevant by moving down market, while others went 'all in' by introducing new products and styling to gain a greater foothold in the luxury segment.

Auburn was in a unique position as its parent company was well-diversified, with Duesenberg at the top and the Cord automobile exploring the unexplored front-wheel-drive market segment. Auburn also enjoyed a growing number of dealerships, the resources of the Lycoming engine company, and a talented group of stylists. Though production had dipped in 1930, it rebounded in 1931 to 34,228 units - its best year of production. The euphoria was short-lived, as production fell drastically in 1933 to 11,145 units, then 5,038 in 1933, and 7,770 in 1934.

The Boattail Speedster

Auburn's record-setting success was due, in part, to the new streamlined, lightweight sports car dubbed the Speedster. It was developed from a Dusenberg design by John Tjaarda (bodied by McFarlan) by either Count Alexis de Sakhnoffsky or possibly Al Leamy. Al Leamy was a recent addition to the Auburn staff and would be given the task of designing the L-29 Cord automobile. The Speedster had a tapered, sloping tail which resulted in limited space for luggage and accommodations for two individuals. Its limited practicality was compensated by its stunning design which left no double about its purpose - for high-speed motoring. It featured swept-back hood side louvers, matching door line angles, and a steeply raked windshield.

Wade Morton proved that the Speedster was more than just 'show' as he set a AAA stock car record on the sands at Daytona Beach, Florida, on February 20th of 1928, driving a stock-bodied 1928 Auburn 115 Speedster at 104.347 miles per hour. The early Auburn Speedsters were raced on two continents, appealing to such European drivers as Sir Malcolm Campbell, who drove one as a road car.

Eddie Miller set 31 American stock car speed records with the Speedster at Muroc Dry Lake in December of 1931 in trials observed by the AAA.

Mechanical Sophistication

The Auburn chassis received four-wheel hydraulic brakes in 1928, making them one of the first to use this technology on a series production automobile. Braking was later improved by the fitting of a vacuum power booster which could be manually adjusted via a control on the dashboard. Four different settings were available depending on road and weather conditions. Auburn engineers helped prepare its drivers for 'dry weather', 'rain', 'snow' and 'ice' settings.

A new Startix automatic starter was added in 1932 and Custom models received Delco ride regulations which were shock absorbers that were adjustable from the driver's compartment. This allowed the driver to select either a softer or firmer ride depending on the road conditions or the driver's needs. Custom models also were given a vacuum-controlled two-speed axle known as Dual Ratio. This also gave drivers the freedom of selecting a 4.54:1 or 3.00:1 gear ratio. The 3.00:1 had better economy while the 4.54 had better performance.

A Salon version was added to both the 8- and 12-cylinder series in 1933. The Lycoming V12 Auburn had been introduced in 1932 and remained virtually the same for 1933 except for its four mounting points now featured biscuit-type live rubber air cushions to further reduce the transmission of vibrations to the frame. The original X-frame was stiffened for 1933 with the addition of an A sub-frame attachment.

Additional technical features included Bijur chassis lubrication, Houdaille double-acting shock absorbers, threaded anti-rattle spring shackles, a re-useable Purolator oil filter, and a tubular cowl frame structure.

1933 Auburn

The 1933 Auburn was offered with both eight- and twelve-cylinder power, with the 8-cylinder resting on a 127-inch wheelbase and the Twelve on a 133-inch platform. (The 8-cylinder seven-passenger sedan used a 136-inch platform). The list of body styles was the same regardless of engine and included the Speedster, cabriolet phaeton, coupe, brougham, and sedan. Auburn would truncate the list to cabriolet, brougham, and sedan for 1934 (the Custom line added a phaeton before making it available to both the Standard and Custom line in 1935).

Both the Eight and Twelve were courtesy of Lycoming. The L-head inline 8-cylinder engine displaced 267 cubic inches and was fitted with a two-barrel carburetor and backed by a three-speed manual transmission. It produced approximately 100 horsepower. The 391 cubic-inch Flathead V-12 engine received a Zenith-Stromberg carburetor and produced 160 horsepower at 3,400 RPM and paired with a three-speed manual transmission.

Both the eight and twelve could be purchased with the 'Dual Ratio' setup, which was a free-wheeling differential, allowing the engine to be disengaged when the accelerator pedal was released.

The 1933 Auburn V12 models were distinguishable by the uniquely designed V-shaped chrome-plated grille surrounded by a painted radiator shell. It was virtually flat at the top, but v-shaped at the bottom. Additional unique features included headlamps bearing new convex lenses, stylized bumpers, and a radiator cap concealed by the hood. The Auburn badge was now mounted centrally in the bumper rather than the traditional placement on the radiator shell.

The interior was well appointed with aircraft-style instrumentation that included a combination ammeter-oil pressure gauge, heat indicator, speedometer, electric clock, and dual combination oil and fuel level. There was leather upholstery and controls below the dash to regulate the manifold head, the Dual-Ratio axle, the ignition, choke, the throttle, spark advance and lights.

The top-of-the-line 1933 Auburn punched well above its weight class, as it offered amenities, styling, and performance that far exceeded what its mid-range pricing suggested. Fortune Magazine proclaimed it 'the biggest package in the world for the price.'

by Dan Vaughan

Boattail Speedster

The Eckhart brothers were former carriage builders who, in 1900, began producing the Auburn automobile in Auburn, Indiana. After World War I, the government was slow to pay automakers for war work, and Auburn was in a financial crisis. Erret Lobban Cord was brought in to save the company from certain ruin. He later combined Auburn with Duesenberg and also created the Cord. The company ended production in 1936 due to the Depression.

Despite declining sales and the failing economy caused by the Depression, more powerful 12 and 16-cylinder engines were introduced by luxury manufacturers such as Packard and Cadillac. Auburn, feeling the pressure of the cylinder wars, unveiled its new V12 Lycoming engine in 1932, which became the least expensive twelve-cylinder engine ever marketed. The 391 CID engine produced 160 horsepower and cost the company over $1 million to design and tool, yet the lowest-priced car sold for as little as $975. High-speed driving comfort of this car is enhanced with its 'Dual Ratio' differential, which uses an instrument panel level to provide a low and high ratio in each of the three gears.

The 1931-1933 Auburn Speedster models are an example of Alan Leamy's design talents at their very best. With its rakish V windshield, sweeping belt moldings, and disappearing top, this car looks like it is going fast even when parked. The 1933 12-161A model is particularly attractive due to the longer hood/wheelbase required to accommodate the 12-cylinder engine. This particular car was stored for many years inside an abandoned school bus and was a challenging restoration.

This vehicle is one of only three speedsters of this model built in 1933 as certified by the Auburn-Cord-Duesenberg Club. It was built in January 1933 and sold in May. The speedster body was built by Union City body Company. The car was discovered in poor condition in an old school bus where it had been stored for many years. A two-year restoration brought it back to its original condition.

Phaeton Sedan

Auburns were built by the Auburn Automobile Company, Auburn, Indiana, which also built Cords and Duesenbergs. Auburn built well-engineered classics and sold them for very competitive prices.

Harold Ames tried to bring Auburn back to its former glory and one of the first steps was the revitalization of the twelve-cylinder model that had been re-baptized as the 12-161A for 1933. Although the 851 is the most famous of all Auburn models, it was not enough to save the company from a second bankruptcy in twelve years.

In 1933 only 41 of these cars were produced and sold for $1,495. The low, sleek design was unique for an American-made car at that time. The Lycoming 12-cylinder engine was also unique for a car of this price range. Other features are free wheeling, dual ratio axle, and knock-off hubs.

This vehicle was restored to its original condition. It has scored between 99 and 100 points in judging and has been in the hands of the current owners since 2003.

Phaeton Sedan
Chassis number: 1094H

This 1933 Auburn Phaeton Sedan wears an older, full restoration. It wears Navy blue paint with a matching blue canvas top and a blue leather interior. The car rides on knock-off wire wheels and there are Pilot Ray driving lights. There are dual side-mount spares with metal covers and mirrors and a rear-mounted trunk painted in body color. The engine is a 391.6 cubic-inch V12 engine capable of producing 160 horsepower. There is a three-speed manual transmission with Columbia electric overdrive.

In 2010, this car was offered for sale at the Sports & Classics of Monterey presented by RM Auctions. It was estimated to sell for $250,000 - $300,000. As bidding came to a close, the car had been sold for the sum of $203,500, inclusive of the buyer's premium.

by Dan Vaughan

Phaeton Sedan
Chassis number: 2156 H
Engine number: BB 2251B

It is believed that this 12-161A Saloon Phaeton was delivered new to Mr. Lee Sturla of Sacramento, California. It was then sold to Mr. Wayne Hersted of Tacoma, Washington, followed by Mr. Bob Larrabee of Polkington, Canada, who, in the 1980s, commissioned a no-expenses-spared restoration of the car. In 1984, it was judged, and again in 1992 by the Auburn Cord Duesenberg Club to be a Category 1 example with its original Lycoming V-12.

Mr. Larrabee then sold the car to Mr. Richard Orr of Kansas, who retained the car for 25+ years of ownership.

This Convertible Phaeton Sedan with its body built by the Limousine Body Company is finished in two-tone red paint with orange accents. It has chrome knock-off wire wheels, dual side-mounted spares with metal covers, mirrors, and a rear-mounted trunk painted in body color.

by Dan Vaughan

Boattail Speedster

Auburns for 1933 offered Lycoming V12 engines and two-speed Columbia rear ends, Lycoming and Columbia companies being part of the E.L. Cord corporate empire. The 12-161A Speedster sold for just $1,495, a remarkable bargain for a luxury 160-horsepower 12-cylinder sport model in 1933. Auburn V12s set several speed records at Muroc Dry Lake, with some of those records standing until after the Second World War.

This is one of approximately 75 fire series Auburn Speedsters built between 1931 and 1934; it had a single female owner from 1933 until 2000, from whose estate the current owner purchased the car.

Phaeton Sedan
Chassis number: 12-165 1147 H
Engine number: BB 2152

This 1933 Twelve Salon Phaeton was one of the first Auburns to receive a body built by the Limousine Body Company, supplier of the company's convertible coachwork, after the firm was relocated to Connersville, Indiana.

The ownership history of this vehicle is known from the late 1940s when it was owned by Arthur Patterson of Daly City in Northern California. The car later passed to Marshall Hughes of Kansas City and then to Richard Carrington of Nebraska. It was then traded, through Mort Kresteller, to the late Dr. Elwood 'Bud' Greist of Livermore, California. While in his care, the car received a restoration that began in the late 1970s and continued through the late 1980s. At its completion, the car was an award-winner at Pebble Beach in 1987 and subsequently judged Best Auburn at the West Coast Meet in 1990 and Best of Show at the annual Silverado Concours.

In 1991, Dr. Greist sold the Auburn to Andy Granatelli of STP and Indianapolis racing fame. Later it passed to Richard Scott of Ohio and finally to the present owner in 2000.

by Dan Vaughan

Phaeton Sedan
Chassis number: 12-165 1147 H
Engine number: BB 2152

Auburn's glory years were those in which Errett Loban Cord was in charge from the mid-Twenties to the end of production in 1937. The Auburn 165hp V-12 was the least expensive V-12 ever offered to the American public. The special Salon series was offered for 1933 only as an attempt to increase sales. They were denoted by a specially strengthened chassis, adjustable vacuum-boosted brakes, a veed grille, unique headlamp lenses, extra chrome trim added to the edges of the fenders and hood louvers and ribbon bumpers. Inside the instrument panel was unique to the model as were two front bucket seats. Auburn produced just 5,038 new cars in 1933. This rare Auburn was one of the first Auburns to have its body built by the Limousine Body Company, supplier of the company's convertible coachwork after the firm was relocated to Connersville, Indiana.

Boattail Speedster
Chassis number: 2421
Engine number: BB 2163

Before this Auburn was given its current Salon speedster configuration in the early 1950s while owned by Harold Smith of Eastlake, Ohio, it is believed that it was an eight-cylinder speedster retrofitted with Salon trim and a Lycoming fire truck V-12. The car was upgraded with what is believed to be an original but non-speedster Auburn Twelve frame, and the engine restamped with the correct Auburn 'BB' numbering.

Mr. Smith displayed the Auburn at many Club events well in the 1960s. It was later owned by Bill Chorkey who made more improvements before selling it in 1991 to its present owners. Following additional restoration work, it received a Primary award at the ACD National Reunion in 2004.

This Auburn wears a medium metallic blue exterior with a silver hood and beltline with red pinstriping. The interior is trimmed in black leather. It has the 'bowtie' front bumper with V-12 insignia, dual side-mounted spare tires, and chrome headlights, side lights, and taillights.

by Dan Vaughan

At the tender age of fifteen, Errett Lobban Cord, commonly known as E.L. Cord, left school in pursuit of a job as a car salesman. After a successful stint in that profession, he began working as a mechanic in a service station located in Los Angeles. This led to modifying his Model T's to include bodywork and engine modifications. He later moved to Chicago, where he went back to selling vehicles. He moved to Milwaukee, where he opened his own car distributor company and by 1924, was looking to purchase his own manufacturing company.

When the Auburn Automobile Company prompted Cord with a top-level management position, he accepted but under conditions. He demanded that he be given 20% of the profits and complete control of the company. He also stated that he wanted the option to buy the company once it recovered. The partners, at this point, were on the verge of bankruptcy, so they accepted the offer.

Cord had a profound knowledge of marketing and was very business savvy. During his career, he purchased Duesenberg, cab companies, Aircraft Company, and a New York shipyard. By 1932 he purchased controlling interests in the Aviation Corp, which later became American Airways and is currently known as American Airlines.

His fortunes turned during the mid-1930's as the stock market crashed, and the Great Depression brought many of his businesses to a bitter end.

The Auburn Company had turned a considerable profit during the 1920s, but keeping up with the changing market was difficult. The cylinder wars of the early 1930s sent many companies struggling to keep up with the changing technology and mechanical advancements. Auburn answered this challenge in 1932 with the creation of their twelve-cylinder engine in 'Vee' configuration. To stimulate even more interest, the 12-160A was offered at an incredibly low price, at just under a thousand dollars. At that price, it has remained in history as the lowest 12-cylinder vehicle ever produced. Many people feared that the quality of the engine or the vehicle was reflective of the price. This mindset backfired and as a result, did not sell as well as intended. By year's end, the company had lost more than a million dollars.

The 6.5-liter Lycoming engine produced a respectable 160 horsepower and enough torque to propel the vehicle to around 100 mph. One of the most ingenious components of the vehicle was the 'Dual Ratio' differential which was operated by a dashboard lever. There were high and low ratios available for each of the three gears, which improved fuel and oil consumption. The end result was less strain and wear-and-tare on the engine.

Cord had encountered problems with the Securities and Exchange Commission and fled to England in 1933. Harold Ames was left in control, though times were difficult since production had fallen nearly 85%. The 12-161A was introduced in 1933 though never achieved the desired success. The Great Depression, a struggling economy, and near-bankrupt companies were part of the problems.

The Auburn 12-160A Speedster body was the most exclusive of the offering. With their low price tag, the vehicles were a bargain. Tough times and consumer fears were its ultimate demise, and its potential was never realized.

by Dan Vaughan

An exceptional value for their day, the Auburn was the least expensive marque in the Cord Empire that also comprised Duesenberg. Priced at $1,250, the Auburn was a spectacular value for a twelve-cylinder automobile. From 1927 to 1938 the Auburn/Cord/Duesenberg Company manufactured hand-built custom vehicles of the highest quality in Auburn Indiana. Rated at 160 horsepower, the 1932 Auburn 12-160A featured a twelve-cylindered Lycoming engine. The car weighed 4,165 lbs and had a wheelbase measured at 132 inches.

From 1900 through 1937 Auburn was a brand name of United States automobiles. The Auburn Company was grown out of the Eckhard Carriage Company which was started by Charles Eckhart. On an experimental basis, Eckhart's sons, Morris and Frank began building vehicles before entering the business in earnest. In 1909 they moved into a larger plant. Modestly successful, the company did well until World War I forced the plant to close due to material shortages.

A touring car model, the 1904 Auburn was equipped with a tonneau that could seat 2 or 4 passengers. The touring was priced at $1000. Producing 10 hp (7.5 kW) the flat-mounted single-cylinder engine was placed in the center of the vehicle. Weighing 1500 lbs, the angle-steel-framed vehicle used half-elliptical spring and was fitted with a 2-speed planetary transmission.

The Eckhart brothers sold their company to a group out of Chicago investors in 1919 headed by Ralph Austin Bard. Though the business was revived, the new owners failed to produce the profits that they had hoped for. The new owners approached Errett Cord in 1924, a successful automobile salesman, with an offer to run the company. In an offer that amounted to a leveraged buyout, the Chicago group accepted the offer.

Before the end of 1925 Cord completed his buyout and aggressively marketed the company's unsold inventory. In 1926, Cord partnered with Duesenberg Corporation and used it as the launching platform for a line of high-priced luxury cars. Cord built vehicles that became famous both their advanced engineering and their striking experience. He also employed imaginative designers such as Gordon Buehrig and Alan Leamy.

Unfortunately Cord's vehicles were priced too expensively for the Depression-era market and Cord's stock manipulation eventually forced him to give up control of his car companies. Cord was forced to refrain from further violations by injunctions from the U.S. Securities and Exchange Commission. He sold his shares from his automobile holding company and in 1937 all production of Auburns, Duesenbergs and Cords ended.

The Auburn-Cord-Duesenberg Museum is now housed in the company's art deco headquarters in Auburn and was made a National Historic Landmark in 2005.

The last few cars that made the Auburn Company famous before it the factory was shut down were the 851 and 852 Speedsters, and the Aubern 12.

The Auburn Twelve was produced in the early 1930's and was designed with innovation, elegance, power, style and speed. The Auburn Model 12 – 165 was introduced in 1933. The 1931 Auburn came with a 127 inch wheelbase, 98HP straight 8, and a long large roomy car that came with a door so wide that rear seat passengers could enter without disturbing those in front. The price was $945. The 1934 Auburn 12 Cabriolet came with a 12-cylinder engine and had wide whitewall tires and wire wheels. The 1934 model also came with an auxillary trunk that was mounted on the back.

by Jessican Donaldson